A four-wheel bogie with independent wheels and variable gap between them, equipped with a guiding system

Abstract: The purpose of the guiding system applicable to a four-wheel bogie with variable gap between is to guide the two bogies of independent and displaceable wheels (10) with which the body of a conventional railway passenger coach or freight wagon is fitted. The guiding system can be performed with a center balancer disposed in the middle of the coach body or, in a second embodiment, with an independent guiding system for each of the bogies, being constituted by a balancer (36), the turning axle of which is integral with a center frame (1) disposed on each bogie, and a bar (37) is joined to the upper end of the balancer (36), the other end of which is united to a support (38) which is integral with the coach body, the lower end of the balancer (36) having a bar (39) joined to it, the opposite end of which is integral with the outside case of an oscillant fork (6) which, in turn, is integral with a frame (4) carrying the rolling assemblies, the balancer (36) having other joint (40) located above its turning axle and disposed equidistant from a lower joint with regard to the turning axle of the balancer, the bars (41) and (42) being united to this joint (40).

Description: BACKGROUND OF THE INVENTION The present invention relates to a four-wheel bogie equipped with a guiding system as per the preamble of claims 1 and 2, the obvious purpose of said guiding system being to eliminate the inherent dynamic effects in this type of bogies equipped with independent wheels, so reducing the wear of the tread, specially that of the rim, the steering and conditioning of the brake for both gages being common, not requiring any other additional operation for being adapted to one and other gage. FIELD OF THE INVENTION This inventions applies to the railway industry. RELATED ART It is well known the problem posed by difference of gage existing between railway networks in the passenger and goods transportation, which has given rise to several surveys and solutions in order to avoid inconveniences in the passenger and goods transhipment. Nevertheless, up to date, no solutions have been given which satisfactorily solve this problem, specially in the adaptation of passenger coaches or freight wagons with bogies of conventional type. One of the present solutions lies in a full replacement of the bogies, for which it is necessary to lift up the coach bodies, after uncoupling the damping or mechanical elements between body and bogie, as well as the brake system, the electric mass braids, and so on, which represents a series of laborious operations. Also, other devices have been adopted in order to obtain a shaft with a variable gap between wheels by a displacement on the shaft body, so that the same safety, toughness, etc. securities as the shaft pressed wheels according to the typical system are obtained. Further, if it is mandatory to carry out automatically the change in a short interval of time, and to travel distances large enough under perfect operating conditions without stopping at a maintenance workshop, it is difficult to get a mechanism meeting all these requirements in a practical field. An obvious solution to the present problems in this matter - would be to rely firstly on a bogie not only fitted with displaceable and independent wheels allowing it to run on different gages, but also that its frame, fitted with said wheels, should be so designed that its wheels were guided and oriented when the vehicle carrying this type of bogies would run on the track following a curve. Likewise, in this intended solution, it should be contemplated that the guiding system could be also applicable to a bogie fitted with independent wheels having a fixed width, but not displaceable, to be able to run on different gages. It should be pointed out, in a specific manner, that the applicant firm for this patent of invention is the owner of EP-A-0 591 088 related to bogies for railway vehicles with a variable gap between wheels, which has served as a basis for the preamble of claims 1 and 2, but in which no guiding system for the bogies is provided. A bogie provided with a guiding system has been disclosed in NL-A-7608329 where the bogie comprises non-independent wheels that are mounted on rigid axles. SUMMARY OF THE INVENTION The four-wheel bogie equipped with a guiding system and having variable gap between the wheels, as proposed by the invention and described in the characterizing part of claims 1 and 2, constitutes per se an evident solution to the present problems in this matter, since the rolling assemblies are of the same type as those tested for many years in the trade service with the rollings utilized by the Talgo two-wheels daily running via the European networks, and on the two gages of the Spanish network, and it should be mentioned, in a specific manner, that the passing from one to other gage would be performed on a fixed installation, kown as changer, similar to those presently existing for effecting the gage change in the above-mentioned rollings. It should be also mentioned that both the steering and brake conditioning are common for both gages, not requiring any additional operation for adapting it to one and other gage, relying on the fact that any of the two guiding systems improves the curve trajectory of thus type of bogie, so contributing to eliminate the dynamic effects which are inherent in this type of bogies equipped with independent wheels, and reducing the wear of the rolling tread, specially that of the rim. In a more specific manner, the four-wheel bogie with variable gap between the wheels is constituted from a bogie essentially including a center frame, to which two identical frames are joined by means of a joint and rubber sandwiches, said two identical frames being the bearers of the rolling assemblies. This second frame, by turning around the joint vertical shaft, allows, as later described, the two mentioned rolling assemblies to be guided towards each of the identical frames, being joined by means of joints, both pair of arms, and each pair, jointly with the joint sleeve, defines a fork-shaped rigid assembly. At the ends of each of these forks, there are housed the bearing boxes of each wheel and the elements allowing these rolling assemblies to be disposed on each of two track gages, and to block these in order to secure their total locking during the running. The transfer of the vertical load of the vehicle body, as well as the rolling, braking and transverse forces, to the center frame of the bogie is carried out through a par of pneumatic springs and the resulting steering (secondary suspension). It is also envisaged to use helicoidal springs, instead of pneumatic ones. The transfer of loads and forces from the center frame to the rolling assemblies is obtained through helicoidal springs (primary suspension). Both guiding systems, to be later described in detail, allow the two bogies of independent and displaceable wheels, with which a coach or wagon body of conventional type would be fitted, to be guided. These guiding systems do not need to connect said coach or wagon to others or to a locomotive, since they operate according to the relative turnning between the bogie running ahead in the sense of the running and the body when the vehicle begins to follow a track curve. Owing to its design symmetry, with regard to the middle transverse plane of the body, its functional character is independent of the running sense. As already mentioned, these guiding systems would be also valid for guiding bogies equipped with independent wheels having a fixed width. Each bogie is fitted with four rolling assemblies, and each of them is composed of a halfshaft, a wheel, the brake disks, intetral one other, and the bearing boxes mounted at one semishaft end. The bearing boxes have, at their upper part, a cylindrical surface on which it is supported, in the normal position of running, the corresponding end of one of the fork arms. In order to distribute in a most even manner the loads on the supporting surface, an elastic sheet can be placed between the bearing box and the housing cradle. Said sheet is to be firmly adhered to one of these surfaces. The vertical position between the bearing boxes and each of the oscillating arms of the fork is so defined, and it must bear in mind, for a good understanding of this description, that longitudinal shafts, efforts and displacements are those parallel to the track, and transverse ones to those perpendicular to the track according to a horizontal plane. In a longitudinal sense, said surface being cylindrical, the shaft of the bearing box is automatically centered on its theoretic position. The vertical flat faces, one anterior and one posterior, are adjusted on the corresponding vertical flat faces of inserts. Between the outer case of the bearing box and the pail thereof, an elastic sleeve is inserted, so that the bearings have a small degree of freedom to absorb any small error in the axial alignment necessary to transfer the transverse efforts caused during the running to the oscillatigarm of the bogie by both bearing boxes of each halfshaft. The invention relies on lugs disposed on the anterior and posterior vertical faces of each bearing box and integral with it, constituting transverse fastening elements of the bearing boxes. Fitted between the stop of the fork arm case and the latch - stems, they impede every transverse displacement of the bearing boxes. The two vertical faces of each of these lugs, wherein this contact is made, are separated one from other by an amount equal to the semidifference of gages disminished by the thickness of the latch stem. The latch stems, integral with a bridge, are adjusted in a longitudinal direction through their external transverse faces between both vertical faces of the case, and they are transverselly held in correct position because they are adjusted between the longitudinal vertical faces of two inserts, integral with the oscillating arm case. In this manner, the latches can only be moved in a vertical sense, their displacement in any other direction being impeded by stiff stops. Vertically, they are fixed in their running position by means of springs, the pretension of which, higher than the weight of the latching device, plus the possible dynamic forces, impedes them to descend. The spring mechanism is eventually supplemented by a additional security retaining device. The bridge of the latching device is so designed that, at its lower part, it can be inserted into a part having a "T" shape, belonging to the fixed installation, that is to say, the changer, which compels it to be vertically displaced, descending the latches, overcoming the force opposed by the springs, retainers and frictions. This bridge is so designed that its inside adapts itself to the inclined planes existing on the unlatching guides of the fixed installation, so that they act on the center portion of the bridge. The inserts integrally mounted on the vertical faces of the oscillating arm case,in addition to act as transverse stop for the latches, present vertical transverse faces on which faces of the bearing boxes are longitudinally adjusted. One of the inserts presents a transverse guide having its upper face inclined, which constitutes a sliding surface for the bearing box during the transverse displacement of the rolling assembly. The lower faces of lugs present this same inclination, and in normal operation, are separated from the upper faces of the guides and parallel thereto. When the bogie is suspended, the bearing boxes descend until the lower faces of lugs rest on the guides, and through this contact a transverse displacement is performed. The inclination of the sliding faces of the guides impedes the deposit on them, during the running, of foreign bodies which could impede the sideways displacement of the wheel upon changing the gage. Sinterized metal material having a low sliding friction coefficient and a high compressive strength sliders, disposed on the inclined planes of the lugs, falicitate the rolling assembly displacement when transferrir the assemblies to be placed on each of the two gages. The support carrying the brake cylinder and the steering device transmitting the motion to the brake connecting rods carrying the linings, would be fastened on the vertical transverse face of the lugs. The stiffness of the oscillating forks carrying the rolling assemblies, as well as that of its union joint to the frame, assures both the parallelism and convergence of the wheels when these are positioned on any of the two gages, and are subject to the vertical or transverse demands inherent in the circulation on the track. Once the bogie of four wheels with variable gap between them, on which the guiding system is incorporated, in its two versions, has been described enough, it can be said that the first thereof is configured starting from a balancer the turning axle of which is integral with the center frame of each bogie, and to the upper end of this balancer, a bar is joined, the end of which is joined to the support integral with the coach or wagon body. To the lower end of the balancer, a bar is joined the opposite end of which is integral with the outside case of the oscillating fork, which, in turn, is integral with the frame carrying the rolling assemblies. The balancer has other joint disposed above its turning axle and equidistant from the lower joint with regard to the balancer turning axle, and to this joint two bars are fastened. The other end of one of the bars is integral with the outside case of the other oscillating fork on this side of the bogie, which, in turn, is integral with the second frame. The other end of the bar is joined to the lower or upper end of the center balances, the turning axle of which is integral with the coach or wagon body frame. In the second version, it is contemplated that the system comprises a balancer the turning axle of same is integral with the center frame, and to the upper end of this balancer a bar is joined, the back end thereof is joined to a support, which is integral with the coach or wagon body frame. To the upper end of said balancer, a bar is also joined, the opposite end of which is fastened to the upper end of the balancer. The turning axle of this balancer is integral with the outside case of the oscillating fork of the rear shaft of the bogie, which in turn is integral with the frame carrying the rolling assemblies. The lower end of this balancer is joined to the bar the rear end of which is integral with the center frame of the bogie. To the lower end of the center balancer, a bar is joined, the opposite end of which is joined to the lower end of the balancer. The turning axle of this balancer is intehral with the outside case of the oscillating fork of the front shaft of the bogie, which in turn is integral with the frame carrying the rolling assemblies. To the upper end of this balancer, a bar is joined, the opposite end of which is integral with the center frame of the bogie. DESCRIPTION OF THE DRAWINGS In order to complement this description and to aid to a better understanding of the features of the invention, the accompanying drawings, which are a part of this specification, show in an illustrative but not limitative sense, the following: Figure 1 shows a side elevational view of the four-wheel bogie with variable gap between them, to which the guiding system, which is the object of the invention, is applied. Figure 2 shows a plan view of the object illustrated in Fig. 1. Figure 3 shows a detail seen through A-B of the helicoidal springs incorporated in the bogie illustrated in Figs. 1 and 2. Figure 4 shows a detail seen through C of the object illustrated in Figs. 1 and 2. Figure 5 shows a perspective view of one of the wheels incorpoated in the bogie. Figure 6 shows an elevational view of the mounting of the rolling assemblies on an oscillating arm. Figure 7 shows a plan view of the object illustrated in Fig. 6. Figure 8 shows a perspective view of a bearing box. Figure 9 shows a sectioned view of the positioning and blocking elements of a bearing box in the suspension oscillating arm case. Figure 10 shows a detail seen through D-E of the object illustrated in Fig. 9, specifically, a detail of the retainer monting. Figure 11 shows a front elevational view, duly sectioned, of the rolling assembly and cases housing its bearing. Figure 12 corresponds to a perspective view of the locking latch assembly. Figure 13 is a front elevational view of the object illustrated in Fig. 12. Figure 14 is a diagram of the fixed installation for changing the gage, that is to say, of the changer. Figure 15 corresponds to a sectioned view of the sliding and centering skids, resting on the slider rail. Figure 16 is a schematic view of the objecto of the invention applied on a conventional wagon, the sense of the running being indicated. Figure 17 corresponds to a schematic view of the guiding system assembly of the bogies. Figure 18 shows a schematic side elevational view of the independent guiding system for each of bogies. Figure 19 shows, lastly, a view in detail of the inscription in right curves travelling in the running sense indicated by an arrow corresponding to the independent guiding system for each of the two bogies. DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT From these Figures, it can be seen how the guiding system - applicable to a bogie of four wheels with variable gap between them is constituted starting from a bogie, illustrated in Figs. 1 and 2, which is constituted by a center frame (1), to which two identical frames (4), carrying the rolling assemblies, are joined by means of a joint (2) and rubber sandwiches (3). This second frame (4), formed as above mentioned by two identical frames turning around the vertical axle of the joint (2), allows, as later mentioned, the two rolling assemblies to be - guided. Two pairs of oscillating arms are joined to the frame (4) by means of joints (5). Each pair of oscillating arms, jointly with a joint sleeve, forms a stiff assembly having a fork (6) shape. The ends of each of these forks house the bearing boxes for each wheel, as well as elements allowing to locate the rolling assemblies on each of the two gages, and blocking these in order to assure their total locking during the running. The transfer of the vertical load of the vehicle body, as well as that of the rolling, braking and traverse forces to the center frame of the bogie is effected through a pair of pneumatic springs (7) and the corresponding steering, that is to say, secondary suspension. It is also anticipated to use helical springs, shown in Figs. 3 and 4, instead of pneumatic springs (7). The transfer of loads and forces from the center frame to the rolling assemblies is carried out through helical springs (8) shown in Figs. 1 and 2, i.e., primary suspension. The two guiding systems, to be later described in detail, allow to guide the two bogies of independent and displaceable wheels with which a conventional coach or wagon body would be fitted. These guiding system do not need to connect this coach or wagon to others or to a locomotive, since they operate according to the relative turning between the bogie running ahead in the sense of the running and the body when the vehicle begins to follow a curve. Because its design symmetry, with regard to the middle transverse plane of the body, its functional character is independent of the running sense. As already mentioned, this guiding system, in both versions, is also valid to guide bogies equipped with independent wheels having a fixed width. With regard to the rolling assemblies and locking system, it should be said that each bogies is equipped with four rolling assemblies, like that illustrated in Fig. 5, each of which is constituted by a halfshaft (9), a wheel (10), brake disks (11), which are integrall each other, and bearing boxes (12), which are mounted at a halfshaft end. The bearing boxes (12), as shown in Figs. 5 and 8, have at their upper part a cylindrical surface (13) on which the corresponding end of one of the fork arm, in the normal running position, is supported, as shown in the sectional portion of Fig. 7. In order to distribute in a more even manner the loads on the supporting surface, an elastic sheet can be inserted between the bearing box and the housing cradle, This elastic sheet must be firmly adhered to one of these surfaces. The upright position between the bearing boxes and each of the oscillant arms of the fork is so defined. It should be borne in mind, for a better understanding of the present description, that longitudinal shafts, efforts and displacements are those parallel to the track, and transverse ones to those perpendicular to the track according to a horizontal plane. In a longitudinal sense, said surface being cylindrical, the shaft of the bearing box is automatically centered on its theoric position. The vertical flat faces (14), shown in Fig. 8, one anterior and one posterior, are adjusted on the corresponding vertical flat faces of inserts (15) and (16), as illustrated in Fig. 9. Between the outer case of the bearing box and the pail thereof, an elastic sleeve is inserted, so that the bearings have a small degree of freedom to absorb any small error in the axial alignment necessary to transfer the traverse efforts caused in the running to the oscillating arm of the bogie by both bearing boxes of each halfshaft. The lugs (17), shown in Fig. 8, positioned on the anterior and posterior vertical faces of each bearing box and integral with it, constitute the transverse fastening elements for the bearing boxes. Adjusted between a stop (18) and (18') of the fork arm case, shown in Fig. 11, the latch stems (19) impede any transverse - displacement of the bearing boxes. The two vertical faces of each of these lugs (17), wherein this contact is made, are separated one another by a similar amount to the semidifference of gages diminished by the thickness of the stem (19). The latch stems (19), which are integral with a bridge (20), shown in Fig. 12, are adjusted in longitudinal sense at their outside transverse faces, between the two vertical faces of the case shown in Fig. 11, and are held in the correct position because they are adjusted between the longitudinal vertical faces of the inserts (15) and (16), shown in Fig. 9, integral with the oscillant arm case. So, the latches can only be displaced in a vertical sense, their displacement in any other direction being impeded by means of stiff stops. Vertically, they hold fixed in their running position by fixed springs, shown in Fig. 9, the pretension of which, higher than the weight of the latchingdevice, plus possible dynamic forces, impedes these to descend. Eventually, the spring mechanism (21) is completed with a safety additional retaining device (22), shown in Fig. 9. The bridge (20) of the latching device is so designed that into its lower end, a "T" shaped part can be inserted, this "T" part belonging to the fixed installation, that is to said, the changer, impelling it to be vertically displaced, the latches descending and the force opposed by springs, retainers and frictions being overcame. This bridge is so designed that it adapts itself to the inclined planes existing on the unlatching guides of the fixed installation, so that they act on the center portion of the - bridge. Figures 12 and 13 show a design of the type described in the previous paragraph, in perspective and sectional views. The inserts (15) and (16), shown in Fig. 9, integrally mounted on the vertical faces of the oscillating arm case, besides performing a function as transverse stop for the latches, present vertical transverse faces on which the faces (14) of the bearing boxes are longitudinally adjusted. The part (16), shown in Fig. 9, presents, moreover, a transverse guide (23), having its upper face inclined and constituting the sliding surface of the bearing box during the transverse displacement of the rolling asembly. The lower faces (24) of the lugs (17) exhibit this same inclination and, in normal operation, are separated from the upper faces of the guides (23) and parallel thereto. When the bogie is suspended, the bearing boxes descend untl resting, the lower faces (24) of the lugs (17), on the guides (23), and thorugh this contact, the transverse displacement is effected. The inclination of the sliding faces of the guides (23) impedes the deposit on them, during the running, of any foreign bodies which could interfere with the lateral displacement of the wheel, upon changing the gage. Sinterized metal material having a low sliding friction coefficient and a high compressive strength sliders, disposed on the inlcined planes (24) of the lugs, facilitate the rolling assembly displacement when transferring these assemblies to place them on each of the two gages. Although not shown in Fig. 8, the support (27), of Figs. 1 and 2, carrying the brake cylinder and the steering device transmitting the motion to the brake connecting rods carrying the linings, would be fastened on the vertical transverse face (25) of the lugs (17). The stiffness of the oscillant forks (6) carrying the rolling assemblies, as well as that of its union joint (5) to the frame (4), assures both the parallelism and convergence of the wheels when these are positioned on any of the two gages, and are subject to the vertical or transverse demands inherent in the circulation on the track. With regard to the change of gap between wheels to adapt them to each of the two gages, this operation is to be performed with aid of a fixed installation located in the transition railway-station. This change is carried out in succession in each of the bogies upon passing these to a reduced speed up to 15 km/hour, also in said installation known as changer. For a better understanding of this process, Fig 14 shows schematically the several elements constituting the installation, which are as follows: Extremity of the rails of the larger gage, reference (27). Extremity of the rails of the smaller gage, reference (28). Sliding and centering guiding rails, reference (29). Guides for latch unlocking and locking, reference (30). Guides for transferring the rolling assemblies, composed of elastic parts (31) and stiff parts (32). Supposing that a bogie accedes to the fixed installation by a side of the larger gage, left side in Fig. 14, the gage change process is carried out by displacing the vehicle as follows: In order to carry out the rolling assembly transferring operation, it is necessary that the wheels do not carry any load. This is obtained by supporting the bogie on the guide-rails, that is to say, by unloading the wheels. This unloading is gently effected by descending the rails (27) before being interrupted, and then, at a determined time, according to the diameter of the wheels, the sliding and centering skids, with which the oscillant arms and the bogie frame (33) in Fig. 1, will come into contact with their corresponding sliding and centering rail. In order to secure a large supporting surface between the sliding skids (33), Fig. 15, and the sliding carril (29), specially at the initial contact point, the skid (33.B) rests on its support (33.A) by means of a ball joint. Both the supporting skids and the centering skids are made of plastic material, and are water lubricated in order to obtain a remarkably low friction coefficient upon sliding on the sliding rail. The water lubrication offers an advantage over other lubricants, since it does not cause adherences or contamination. Once the rolling assemblies have been unloaded, it is necessary to unblock their bearing boxes from the dual locking of the latch stems. For it, the fixed installation has four unlocking-locking guides (30), shown in Fig. 14, conveniently disposed with regard to the longitudinal axis of the installation. The section of the upper part of these guides is "T" shaped, which allows the latch bridges to penetrate through it, and owing to the shape of its vertical profile, reference (34) in Fig. 7, the latch descend, and are held unlocked on the center portion of the guides where the profile is horizontal. Due to the fact that the friction parts of the latch bridges (35) in Fig. 13, are also made of plastic material, they are likewise water lubricated During the unlocking process of the latches, the elastic part of the guides for displacing the rolling assemblies, corresponding to that gage, reference (31) in Fig. 14, comes into contact with the inner face of the wheels. The pressure exerted on these wheels helps the unlatching operation. Before the unlatching operation, once the wheels have been unloaded, the rolling assemblies descend slightly, and stop supporting the upper part (13) of the bearing boxes on the seats of the oscillant arm cases, and then they support the inclined faces (24) of the lugs (17) on the inclined face of the guide (23). Later, and as the rolling assemblies of the bogie move forward through the fixed installation, the wheels do not contact with the elastic part of the translation guides on the side petrated, and, next, come into contact with the stiff part of the translation guides on the opposite side, small gage. During the contact of the wheels with this stiff part (32), the latches are unlocked, and the wheels are transferred to the smaller gage. Next, the wheels are still in contact with the elastic part of the translation guides, and the latch guides impel the latches upwards, locking them. The pressure exerted on the elastic part of the translation guides helps the locking of the latches. Once the translation process of the rolling assemblies has finished, these assemblies are locked in a position corresponding to the smaller gage. Lastly, if the rolling assemblies continue to move forward, it happens that the wheels come into contact with the upward rails of the smaller gage, and the sliding and centering skids loss their contact with the sliding rail, the bogie remaining ready to run on that gage. The reverse process of passing from the smaller gage to the larger gage is carried out in a similar way. The guiding system which is the object of this invention, in cooperation with the above mentioned bogie and, of course, the changer, has two possible configuration and actuation embodiments, complying the three following functions, that is: To improve the running on the track following a curve of the two shafts of each of the bogies, the term shaft meaning the assembly of a pair of two wheels, the bearing boxes of which being integrated in the carrying frame (4), shown in Fig. 1, and this improvement in the phase of following a curve is obtained by means of a correct guiding for any curve radius. To contribute to eliminate the dynamic effects inherent in this type of bogies equipped with independent wheels, owing to the circumstance that the dynamic effects do not make use of a selfcentering couple of conventional mounted shafts. To reduce the tread wear, since it is not subjected to the pseudosliding supporting the mounted shaft as a result of the selfcentering, and to specially reduce the rim wear as a consequence of the wheel guiding. In an embodiment of the invention, the guiding system is configured with a center balancer disposed on the centre portion of the coach or wagon body, and is schematically shown in Fig.16. This Figure shows only the system corresponding to a side of the coach or wagon, existing, of course, other similar on the opposite side. The system is composed of the following elements, namely: A balancer (36), the turning axle of which is integral with a center frame (1) of each of the bogies, shown in Fig. 1. A bar (37) joined to the upper end of said balancer, the other end being joined to a support (38), which is integral with the coach or wagon body. A bar (39) joined to the lower end of said balancer, the opposite end of which is integral with the outside case of an oscillating fork (6), shown in Fig. 1, which, in turn, is integral with a frame (4) shown in the same Figure 1, carrying the rolling assemblies. Said balancer (36) has other joint (40) located above its turning axle and equidistant from the lower joint with regard to the balancer turning axle. The bar (41) and bar (42) are joined to this joint (40) The other end of the bar (41) is integral with the outside case of the other oscillant fork on this side of the bogie, which, in turn, is integral with the second frame (4). These elements are not shown in Fig. 1. The other end of the bar (42) is joined to the lower or upper end of the center balancer, the turning axle of which is integral with the frame of the coach or wagon body. With regard to the functional description of the system, although the sketch of Fig. 16 shows the position to be taken by the elements forming this guiding system when the coach or wagon follows a curve right, bearing in mind the running sense in said sketch, for a better understanding of its operation, the enlarged sketch of Fig. 17 show schematically the assemblies of the guiding elements disposed at each side of the coach or wagon body, and the positions to be taken by these elements whether the vehicle is or not on a straight track or on a curve. When the coach or wagon is on a curve, a relative turning is produced between bogie and body. The geometrical axis of this turning is vertical and passes the point (P) shown in Fig. 2. Assuming that the coach or wagon would circulate in the sense indicated by the arrow, Fig. 16, and entered in a curve right, when the bogie ahead would enter in the curve and said bogie turning would gradually produce along the transition curve, the balancer joint (38), which is integral with the center frame (1), shown in Fig. 1, would displace back, as can be seen in Fig. 17. This displacement of the balancer joint, produced when this turns around the union between it and the fixed bar (37), leads to a similar displacement in the bars (41) and (39), which generate a turning in both frames carrying the rolling assemblies (4) of this bogie, with which the guiding of the wheels improves remarkably. The new position of the geometric axis of the wheels is shown in the center sketch, corresponding to the plan view shown in Fig. 17. The turning of the two frames (4), carrying the rolling assemblies, is produced by turning these around the joint (2), and when produced, the rubber plates mounted on the lower part of the helical springs (8), that is to say, primary suspension and rubber sandwiches (3), are deformed by shear effect. The stiffness by shear effect of these elements will generate tractive or compressive forces on the bars (39) and (41), and also on the long bars (42), Owing to the system symmetry and in order to avoid possible bends of these bars (42) because their slimness, these bars are so designed that only work under traction. This stiffness to shear of the rubber elements, above mentioned, and the own damping capacity of this material, will help with a stabilizing factor to eliminate the inconvenient motions possibly produced on the carrying frames (4) and their rolling assemblies. The displacement of the bar (42), provoked by the balancer turning (36) will rotate the balancer (43), which, in turn, will displace the other bar (42). The displacement of the bar (42) provokes, on the balancer (36) of the rear bogie, a motion which is equivalent to that of its homonym, so that the shafts of the second bogie rotate at the same angle as those of the bogie ahead. As inferred from the above, this system produces a guiding which is similar at the shafts of both bogies, and its operation is autonomous, and it does not need any conjuction of the vehicles which could be coupled to this coach. In a second embodiment of the system, taht is to say, when the guiding system is independent for each bogie, as schematically shown in Fig. 18, it should be pointed out that, in a similar manner to the other system, this Figure shows only the system corresponding to a side of each of the two bogies, existing, of course, another similar on the opposite side. The system, in this second embodiment, consists of the following element in each of the bogies: A balancer (44), the turning axle of which is integral with the center frame (1), A bar (45) is joined to the upper end of said balancer (44), the rear back of which is joined to a support (46), which is integral with the coach body. A bar (47) is also joined to the upper end of said balancer (44), the opposite end of which is joined to the upper end of a balancer (48), and the turning axle of this balancer (48) is integral with the outside case of the oscillant fork (6) of the rear shaft of the bogie, which in turn is integral with the frame (4), carrying the rolling assemblies. The lower end of this balancer (48) is joined to the bar (49), the rear end of which is integral with the center frame (1) of the bogie. A bar (51) is joined to the lower end of the center balancer (44), the opposite end of which is joined to the lower end of the balancer (50). The turning axle of this balancer is integral with the outside case of the oscillant fork (6) of the front shaft of the bogie, which, in turn, is integral with the frame (4) carrying the rolling assemblies. A bar (52) is joined to the upper end of this balancer, the opposite end of which is integral with the center frame (1). The functional description of the second embodiment of this system can be seen in the sketch of Fig. 19, which schematically shows the assemblies of guiding elements carried by each of the two bogies on both sides, and the positions to be occupied by these if the vehicle is on a straight tract or on a curve. When the coach is on a curve, a relative turning between the bogie and the body is produced, and the geometric axis of this turning is vertical and passes the point (P), as in the first system or first embodiment of same. Assuming that the coach would circulate in the sense indicated by the arrow, Fig. 19, and entered a curve right, when the bogie ahead would enter the curve, and said bogie turning would gradually produce along the transition curve, the balancer (44) inclines, since its joint, being integral with the center frame (1), displaces rearwards, that is to say, towards the inner side of the curve. The displacement of this balancer is effected by turning around its upper joint, since the bar (45) is integral with the support (46), which, in turn, is integrally joined to the frame of the coach body. The lower end of this balancer (44) moves the bar (51), which pulls the lower end of the balancer (50), the upper end of which is also pulled by the bar (52), since the rear end thereof undergoes a displacement as a result of the bogie turning with regard to the body being integrally joined its joint fastening (53) to the main frame (1) This simultaneous displacement and turning of the balancer (50) displaces rearwards its turning axle, which is integral with the case of the oscillant fork (6), and, therefore, this motion provokes the frame (4) turning of the first shaft of this bogies, with which the guiding of its wheels improves remarkably. In an analogous way, the displacement of the joint (54), also produced by the relative turning between bogie and body, displaces rearwards the bar (49), which displaces the lower end of the balancer (48), since it is joined to the bar (47), that is fixed, is impelled to turn around its upper joint. The turning axle of this balancer when displaced, and being integral with the case of the oscillant fork (6) of the rear shaft, provokes the turning of the frame (4) of this second shaft. With this, the guiding of its wheels improves also remarkably. The operation of the guiding system of the rear bogie is similar to that described, for which reason its repeated description is omitted. Due to the geometric configuration of the system of the first and second shaft of each bogie, the guiding system of both are exactly the same; now then, it is the same for homonymous shafts in each of the bogies. The center sketch shown as a plan view in Fig. 19, illustrates the geometric position in which the shafts of the wheels of both bogies are guided. As in the previous guiding system, the sense of the coach circulation does not affect the guiding, and its operation is autonomous, and it does not need any conjunction of the vehicles which could be coupled to this coach.

Claims: A four-wheel bogie equipped with a guiding system for a two-bogie railway coach, the bogie being provided with independent wheels that have a variable gap between them, and comprising a center frame (1) and four rolling assemblies, each of which is composed of a half-shaft (9), a wheel (10), brake disks (11) attached to each other and bearing boxes (12) mounted on each end of the half-shaft (9), characterized by further comprising: two identical sub-frames (4) carrying the rolling assemblies and being each rotatably joined to the center frame, one on each side of said center frame (1) by means of a joint (2); two pairs of arms connected to each subframe (4) by means of a joint (5) and determining two oscillating forks (6), each of which carries, at the end of its arms, a housing case adapted to receive a bearing box (12); and, on either side of the two-bogie railway coach: a center balancer (43) arranged in the middle of the coach body, the turning axle of said balancer being attached to the frame of the coach body; a pair of second balancers (36) the turning axles of which are located below the geometrical center thereof and attached to the center frame (1) of the respective bogies of the railway coach; and two sets of first, second, third and fourth bars (37, 39, 41, 42), the upper end of each second balancer (36) being joined to one end of one of said first bars (37), the other end of which is united to a corresponding support (38) attached to the coach body, the lower end of each second balancer (36) being joined to one end of one of said second bars (39), the other end of which is attached to the outer housing case pertaining to one of said oscillating forks (6) of each bogie, each second balancer (36) having a joint (40) located above its turning axle and at the same distance from the latter as the point where said second bar (39) is joined to said balancer (36), and said joint (40) being joined to one of the ends of the corresponding third and fourth bars (41, 42), while the other end of the third bar (41) is attached to the outer housing case pertaining to the other oscillating fork (6) of each bogie, and the other end of the fourth bar (42) is joined, depending on the front bogie or the rear bogie being involved, to the lower end or the upper end of the center balancer (43). A four-wheel bogie equipped with a guiding system for a railway coach, the bogie being provided with independent wheels that have a variable gap between them, and comprising a center frame (1) and four rolling assemblies, each of which is composed of a half-shaft (9), a wheel (10), brake disks (11) attached to each other and bearing boxes (12) mounted on each end of the half-shaft (9), characterized by further comprising: two identical sub-frames (4) carrying the rolling assemblies and being each rotatably joined to the center frame, one on each side of said center frame, (1) by means of a joint (2); two pairs of arms connected to each subframe (4) by means of a joint (5) and determining two oscillating forks (6), each of which carries, at the end of its arms, a housing case adapted to receive a bearing box (12); and, on either side of the bogie: a center balancer (44) the turning axle of which is attached to the center frame (1) of the bogie; two first and second end balancers (48, 50) having respective turning axles, the turning axle of the first end balancer (48) being attached to the outer housing case of the oscillating fork (6) corresponding to one half-shaft (9) of the bogie, and the turning axle of the second end balancer (50) being attached to the outer housing case of the oscillating fork (6) corresponding to the other half-shaft (9) of the bogie; and a set of first, second, third, fourth and fifth bars (45, 47, 49, 51, 52) one end of said first bar (45) and one end of said second bar (47) being joined to the upper end of said center balancer (44), one end of said third bar (49) being joined to the lower end of said first end balancer (48), one end of said fourth bar (51) being joined to the lower end of said center balancer (44), and one end of said fifth bar (52) being joined to the upper end of said second end balancer (50), while the other end of said first bar (45) is joined to a support (46) which is in turn attached to the frame of the coach body, the other end of said second bar (47) is joined to the upper end of said first end balancer (48), the other end of said third bar (49) is attached to the center frame (1) of the bogie, the other end of said fourth bar (51) is joined to the lower end of the second end balancer (50), and the other end of said fifth bar (52) is attached to the center frame (1) of the bogie.

Inventors: NARDIZ LANDA JOSE I, NARDIZ LANDA, JOSE I.
Applicants: TALGO PATENTES, PATENTES TALGO, S.A.
Application year: 1994
Main classification: B61F3
IPC codes: B61F7, B61F3, B61F5